IvanK

Could be as its prevalent on the Mir2000C as well. The F5E becomes operationally limited from a handling point of view with just 1 x AIM9. Something somewhere is wrong.

After firing one AIM9 there is a significant roll couple that I believe is overdone. I dont believe the F5E should instantly become the handful it is as soon as one AIM9 is fired. Searching through the various manuals confirms my suspicion. The top refrence from the USN nATOPS for the F5N. The lower section from the USAF F5E Dash 1 Note the manuals say that the the Rudder and Aileron trim requirements are negligible. That certainly isn't the case aileron trim wise in the Belsimtek F5E

The single biggest error imo is caused by Altimeter lag. In the Belsimtek F5E it is around 3 x that of the aircraft. Using Book figures from the weapons manual and adding 300' of Alt lag works for 10Deg High Drag passes, 20 degree Low Drag passes. For 45 deg Low Drag passes using 400' Alt lag works.

I am using 3 Deg Nose down on the AI but more importantly fly a measured track on the ground to ensure correct Base distance out to achieve the required Dive angle (allowing for turn radius at 3G). I do the numbers then place easily identified objects along the Base leg path. INITIAL PIPPER PLACEMENT (IPP) Playing around with use of DM mode during the roll in. This places the Pipper very close to the flight path. Have all your switches and depression with Sight Selector in manual set up before the roll in, select DM (HOTAS) Place the pipper just past the target (idea is to place the pipper on the Aim Off Point) then deselect DM mode (HOTAS). Sight reverts to MAN mode and pipper drops to set depression ... normal sight handling from there on .... works for me. EDIT: Sight Cage switch on effect does the same thing and is perhaps a better way to go. Cage the sight in the roll in uncage on roll out.

Ok now getting consistent bombs 50-100ft from the target. 20 Deg LD pass releasing at 2800' ind (using 300ft Alt lag that we know the sim is presently exhibiting). So same Calc as shown earlier in the post but correcting for -35mils and not applying any correction for flap gives a Sight Dep of 98mills. Param: Roll in 7300' From Measured Base Dist out to achieve 20 deg Dive angle,400Kias ISP 3Rads Low Rel 500Kias 2800' Pipper On (assumes 300' alt Lag) Noodle: In prev life all our AOA figures were simpler (non US type) since our ZSL and FRL were the same. Sample worksheet in F5E manual is a bit confusing as I would have thought there would have been a step to take the 35mils off.

My head is hurting ! .... Re reading the Weapons manual and looking once again at the reference lines etc maybe we are doing something wrong. If you read the text of the manual (highlighted in Red in the graphic) they say you use the Air To Ground AOA chart you THEN subtract 35mils from that value this result is then added to the Ballistic table mill to become the Sight depression. So according to the above procedure (and just using the output of the AOA chart directly) I have been 35mills out.

I guess its an Assumption that the displayed Status bar is FRL AOA ?

1. Tune Radio to desired UHF frequency to DF on. 2. On Radio CP select DF function 3. on NAB selector (center lower panel) select DF 4. Bearing pointer on HSI will point to UHF bearing when it transmits.

I think its C of G influence

From the Ancient Intercept pilots mantra: Elev =Delta(H)/R Where Delta(H) is in Hundreds of feet, Range is in NM Elev in degrees. Transposing then Delta(H) = Elev x R So lets say you have a target at 10nm and you are painting him strongly with an antenna elevation of 5 degrees up: Delta(H) = 5 x 10 = 50 Then since Delta(H) is always in 100's of feet it means the target is 50 x 100 =5000ft higher than you. So just add this to your altitude and you have his altitude. Using this another way you can Angle range against a jamming target as well if you know his Delta(H) and your elev if you are Angle locked.

I can live with 16mils from Chart B :) WRT AOA due Flap I guess if you are in AUTO and they are up then agree dont correct for AOA for flap influence. I presume these charts where made for Non Auto aeroplanes with Flap in Manvr position ? Any way as I said I get more consistent bombs calculating for the release altitude/TAS using straight ballistic table depression values then ignoring any AOA. Also then drop +300 to +400' on the Altimeter based on your planned relase height. For 20 Deg passes I use +300ft worth of Altimeter lag. for 45 deg pass I use 400ft worth of Altimeter lag.

Thats my understanding to. Only If doing a Manual Balance using crossfeed switch I think you turn the Low side off.

As I see It Chart B gives 19mills, Chart A gives you 26mils. Then since I figure you re in Flaps Auto you need the Flap correction from chart C which gives you around -22 mils so all up (19+26) - 22 = 23mils Like you I find I get far better bombs just using the Depression straight from the Ballistic tables without any AOA correction and then taking in to account the Huge (300-400') Alt lag.

This is typical of MK80 series bombs utilizing mechanical fuses like the M904/M905: Tail fusing simply refers to Arming the Tail fuse solenoid in the rack such that when the bomb is released the wire that connects the rack and the tail fuse is held by the rack. This then extracts the safe arming wire from the fuse. The fuse is then free to start its arming process. The same process occurs with nose fusing. Dual fusing is used to increase reliability in case a fuse fails.Tail fusing has nothing to do with penetration or detonation delay. WRT penetration etc this is preset generally by fixed components in the fuse train called Detonation Delay units (DDU's) these typically come in various delays. Depending on the type of target/penetration required a specific DDU is selected and fitted during the bombing up process. So on dropping the fuse goes through its arming process. Once armed the fuse train is ready to go bang. On impact the impulse goes through the DDU where it gets delayed by the DDU delay then to the explosive for the detonation. When a bomb is dropped SAFE or jettisoned the rack fuse arming solenoids are not powered so the fuse arming wires are not held. As the bomb drops the fuse arming wires leave with the bomb. Since the wires are with the bomb the fuse cannot arm and the bomb "should" not detonate on impact. In the case of MK82SE then typically the Fusing is performed by an inertia operated fuse like the FMU54. These fuses require the deceleration of the bomb caused by the drag petals opening to arm the fuse. Again a DDU can be used to delay the detonation post impact. the Drag petals are also held closed by a wire and retaining band again going routed through the Tail fuse arming solenoid on the rack. So if jettisoned the Drag petal wire and retaining pin go with the bomb ... the petals cant open so the fuse wont arm. In DCS this currently bugged as when you jettison MK82SE the fins still open ... they shouldn't.

Run it as Administrator ... solved it for me

In Flaps AUTO the flap scheduling is also AOA based so a healthy push for a Zero G unload should result in flaps going to zero. No need imo to consider selecting up with Flaps AUTO for an unload. Have a look in game in external view, reducing AOA and pushing to 0 G results in complete retraction of both Leading edge and trailing edge. From the F5EN manual describing Auto operation: 2.11.3.3 Auto flaps Automatic flap operation is normally used for all phases of maneuvering flight from takeoff through landing. With AUTO selected, flaps automatically position to up (0°/0°), half (12°/8°), three- quarters (18°/16°), or full (24°/20°) by signals from the AOA switching unit and the CADC. Above 550 KIAS or 0.95 IMN, the CADC prevents extension of the flaps by the thumb switch regardless of AOA. If the flaps are already extended when approaching 550 KIAS or .95 IMN, they automatically retract to full up. If the flaps fail to retract approaching this speed, a steady audible warning will sound. The audible warning is silenced by retracting the flaps or pushing the warning silence button located next to the gear lever. See figure 2-22 for auto flap shift schedule. Flaps automatically position to full down any time the gear lever is in the LG DOWN position or the gear alternate release handle is pulled. The flap indicator will also transition from AUTO to FULL. A failure within the AOA switching unit (indicated by illumination of the AOA/FLAPS caution light), or a CADC failure causes the flaps to freeze in their attained position. If only the AOA switching unit fails, control of flaps is regained through the FXD or UP settings of the thumb switch or use of the flap lever. With CADC failure, only the UP setting of the thumb switch or use of the flap lever controls

Yep

I would presume if you experience a Damper issue ... it goes nuts and starts putting in un-commanded damping inputs.

Though the general rule is that Rwy numbers are Magnetic rounded up to the nearest digit there are lots of local exceptions exist around the world. LAX/DFW etc is typical all runways are Parallel with the same heading but to ensure no confusion Two of the runways are given arbitrary numbers that don't actually reflect the convention. In the end airfield charts/AIP will tell you both the Rwy designation and its exact Magnetic heading that is all you really need to know.

Yes basically the intent would be to run in flaps Auto in all phases of flight unless you are specifically looking for Max range or endurance.

The runway numbers painted on the surface in game are Magnetic rounded up to the closest digit ... as is the real world convention. Mission Editor does everything in True.

Err if Variation is East you subtract the variation from the True Heading: "Variation East Magnetic Least" Mission Editor Ruler gives the runway at Senaki a True Bearing of 095 So 095 - 6 = 089 so the HSI is displaying Mag heading.

In 45 Degree Dive at 500KIAS Altimeter lag is 415ft chart shows it should be 110ft.

Mbot Cockpit Altimeter 7000ft. Status Bar in external view 6585ft. So a diff of 415ft. Looking at Noodles error chart that would imply a Bomb around 100ft long. So in a 45 Deg dive it would seem the Alt lag is around 400ft. Weap manual gives 110ft Altimeter lag. That confirms your finding and also in my eye explains the impact points. Off to try releasing at 7400ft Alt :)

Yes MBOT on the cockpit Altimeter. Will record a Track to see what that is on the status bar. Noodle Ref Pilot errors. Thanks for the table ... Yep I am sure there are some in there (Been 30 years since I last dropped a manual bomb .... but it floods back :). Anyway I think I am getting pretty close to the planned release parameters I planned on. Bombs are all going pretty much in the same hole around 100ft over the top. if they were all over the place I would think it was me.